IELTS Reading Practice Test 11 · Passage 1
A path between two oceans
How the Panama Canal was built, and how it lifts ships across a continent
For centuries, ships sailing between the Atlantic and Pacific coasts of the Americas had to travel around Cape Horn, at the southern tip of South America, on a long and dangerous voyage. Yet at Panama, the two oceans are separated by only a narrow strip of land, and the idea of cutting a waterway across it was discussed as early as the sixteenth century. When a canal finally opened there in 1914, it shortened the sea journey from New York to San Francisco by around 13,000 kilometres. Building it, however, had taken more than three decades and cost many thousands of lives, and it had destroyed the reputation of one of the most admired men in France.
The first serious attempt was made by the French. In 1881, a company led by Ferdinand de Lesseps, the diplomat who had created the Suez Canal in Egypt, began digging. De Lesseps was determined to repeat his earlier success with a canal at sea level, cut straight through the land in the same way as at Suez. But Panama was nothing like the flat desert of Egypt. The route crossed a range of hills and a river, the Chagres, which flooded violently in the rainy season, and the soft, wet ground produced landslides that repeatedly filled the excavations. Worse still were the diseases. Yellow fever and malaria killed workers in huge numbers, and an estimated 22,000 people died during the French period. In 1889 the company went bankrupt, and around 800,000 investors, most of them ordinary middle-class people, lost their savings.
The United States took over the project in 1904, after buying the French company's equipment and property for 40 million dollars and signing a treaty with Panama, which had recently declared its independence from Colombia. Progress was slow at first, and the first American chief engineer resigned after only a year. Yet the Americans had one crucial advantage over their predecessors: they understood how yellow fever and malaria spread. A few years earlier, research in Cuba had confirmed the theory of the Cuban doctor Carlos Finlay, who had argued that yellow fever was carried by mosquitoes.
The army doctor William Gorgas, who was put in charge of health, set out to destroy the insects' breeding places. His teams drained or covered standing water, spread oil on ponds and ditches and fitted buildings with wire screens. The work was expensive, and some officials at first regarded it as a waste of money, but the results were dramatic. The last case of yellow fever in the area was recorded in 1905, and deaths from malaria also fell sharply, although that disease was never completely eliminated.
The second chief engineer, John Stevens, an experienced railway builder, made two decisions that shaped the whole project. He rebuilt the railway across the country so that it could carry away the enormous quantities of earth and rock being dug out, and he persuaded the government to abandon the idea of a sea-level canal. Instead, a dam would be built across the Chagres River, creating a vast artificial lake, and ships would be raised to the level of the lake by a series of locks and lowered again on the other side. This greatly reduced the amount of digging required. When Stevens resigned unexpectedly in 1907, his successor, the army engineer George Goethals, saw the work through to completion. The most difficult section was the Culebra Cut, a channel through the hills, where landslides continued even after the canal had opened.
The locks work without any pumps. Each one consists of a huge concrete chamber, about 300 metres long and 33 metres wide, with a pair of steel gates at each end. When a ship has entered a chamber from the lower level, the gates behind it are closed, and water flows in from above through large tunnels in the walls and holes in the floor until the ship has risen to the level of the next chamber. The process is repeated until the vessel reaches the lake, 26 metres above sea level, and then reversed as it descends towards the other ocean. All of the water is supplied by gravity, and around 200 million litres flow out to the sea each time a ship passes through. Inside the locks, ships are kept in position by small electric locomotives, known as mules, which run on tracks along the sides of the chambers.
The canal officially opened on 15 August 1914, when the ship Ancon made the first complete crossing, although the outbreak of the First World War meant that the event attracted little attention. The United States controlled the canal and the land on either side of it for most of the twentieth century, before handing it over to Panama at the end of 1999. In 2016, a set of larger locks opened, able to take ships that could never have fitted into the original chambers. In these new locks, ships are positioned by tugboats rather than by mules, and basins at the sides store part of the water used in each crossing, so that it can be used again instead of being lost to the sea.